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60º V6 Family Tree

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60º V6 Family Tree

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Launching in 1980 the Chevrolet 60-Degree V6 is a compact powerhouse. This innovative engine has beaten both the competition and the elements in off-road racing. It is a proven winner in sports car racing, and it has a promising future on America's oval tracks in the Midget classes. A Chevy V6/60-degree engine is the perfect power-plant for a high-tech street rod or an ultra light autocross machine. This engine has received changes almost every year of its life and is now one of GM's most widespread engines.

Chevrolets engine started its life as a true V6 from the ground up. It was designed with a 60 degree separation angle to give perfect balance and a crank throw angle of 120 degrees. This V6 is not like any other Chevrolet V6 which have all been derived form their V8 cousins. Chevrolet's 60-degree V6 has been produced in three distinct versions. First generation V6/60-degrees have cast iron cylinder heads with inline valves; second generation engines have aluminum cylinder heads with splayed valves. First generation engines V6/60-degrees are produced for front-wheel-drive and rear-wheel-drive vehicles exclusively. The second and third generation engines were only used in front-wheel-drive vehicles. Generation three engines were introduced in 1993. Generation three engines got a redesigned cylinder heads and intake with improved air flow. The crank case was still cast iron and received little change. Chevrolet would soon push this engine to its real potential.

In 1989 Chevrolet teamed up with McLaren to produce a turbocharged engine of the yet to be introduced 3.1L. This engine made 205 horsepower and 225 foot-pounds of torque. In the first year only 2000 were produced. It lasted through 1990 and was then stopped. In this same year the turbo engine was coming to a close, Chevrolet made a pace car out of the Beretta. This car of course had to be special and so did the engine. The traditional cast iron block was first tossed in favor of GM's high performance V6/60-degree aluminum bow tie block. With the block punched out to 3.4 liters, a compression ratio of 10.7:1 and filled with GM and aftermarket goodies, like a Crower solid lifter camshaft with .459-inch max intake lift and .484-inch exhaust lift, Iskenderian solid lifters, custom-made Smith Brothers pushrods, Crane aluminum roller rocker arms, special studs from Ryan Falconer Racing Engines, the engine produced 225 horsepower. With this power the car was projected to 60 miles per hour in 6.5 seconds and was able to cover a quarter mile in 14.5 seconds. Still Chevrolet could not get enough of the little engine that could, it was time for some innovation, all engines thus far have been pushrod engines but Chevrolet was not done with their little creation.

In 1991 Chevrolet introduced a Dual Over Head Cam (DOHC) version of the V6/60-degree engine. The engine produced an astounding 210 horsepower and 215 foot-pounds of torque. In 1991 these were very impressive numbers. Rumors around this engine suggest it actually produced 300 horsepower when first designed but there was no transmission available at the time to reliably handle the power. Plus torque steer inherent with front-wheel-drive cars of the day would be unbearable for the average driver, if 300 horsepower were delivered to the front wheels. The engine lasted through until 1998 when it was ended. A DOHC engine would not be seen again until 2004.

In 2004 GM once again was re-facing its image. Starting with a fresh new Cadillac, called the CTS. This special car needed a special engine. Introduced, was the 3.6L DOHC Global V6. This engine also incorporated Variable Valve Timing (VVT) which provides a very flat torque curve while also improving emissions. Almost every power train advancement is in this astounding engine and with this technology 260 horsepower is produced.

First year for the rear wheel drive application. Use in F-bodies and S-10's. All models were carbureted like FWD motors. Blocks were different castings than FWD motors the starter motor is now on the odd numbered cylinder bank and the engine mounts are centered on the sides of the block

HEI distributor with separate coil

Front mounted thermostat housing

EGR valve located at rear of engines intake manifold

Engine-driven cooling fan

Vee belt for accessory drive

Horsepower 110

Torque 148

Compression Ratio 8.5:1

1983

Four bolt right hand motor mount

No changes

1983

No changes

No changes

1984

No changes

No changes

1985

Switch-over year to larger main journal blocks mid-year main journals now measure 2.648in/67.25mm

Mechanical fuel pump is replaced with an electronic in tank pump on fuel injected vehicles

One-piece rear main seal introduced (10mm wide) mid-year

O-ring used to seal main oil passage between oil pump and block

Distributor downsized

Serpentine accessory drive belt on some models.

Lower friction oil control rings

Intake manifold plenum lowered in J-cars to clear hood

Horsepower 120

Torque 155

Horsepower 135 (Fiero only)

Torque 165 (Fiero only)

Compression 8.9:1

Switch-over year to larger main journal blocks mid-year main journals now measure 2.648in/67.25mm. Some S-Series vehicles still used small main journals and 2 piece rear main seals. All EFI engines like in the Camaro were large journal crankshafts with one piece rear seal.

S-10's meeting California emissions standards used electronic feedback carburetors (Rochester Varajet E2SE) which used a simple ECM to control mixture and ignition timing. Torque converter lockup was now controlled by electronic lockup solenoid on these models

Horsepower 135 (MPFI only)

Torque 160 (MPFI only)

Compression 8.9:1 (MPFI only)

1986

No changes

Introduction of TBI (Throttle Body Injection) on S-10's only, which consisted of a 2 bore throttle body perched atop the engine much like a carburetor. One injector above each bore delivered fuel. Each bore measured 1-3/8"

OBD I computer system introduced with TBI models

Mechanical fuel pump is replaced with an electronic in tank pump

Engines use a fully electronic ignition

All engines now used large valve heads

Engines on S-10's used a combination vee belt and serpentine setup. Water pump was still standard direction

F-bodies now used a full serpentine belt system with reverse rotation water pump.

Timing cover and oil pan receive changes. There are no longer oil pan bolts in the timing cover. Oil pan gasket is one piece rubber.

Water pump is now reverse rotation due to the serpentine belt system.

Internally balanced crankshaft introduced. Cranks are all cast with reluctor wheel but the system is not used for spark delivery. Some engine still remain with external balance. Hit or miss across all RWD models

Pontiac sold a limited-edition version of the Grand Prix with a McLaren turbocharged 3.1L engine. Only 2000 were made. This engine is designated as LG5 (VIN code V)

Horsepower 140 (3.1L VIN T only)

Torque 180 (3.1L VIN T only)

Horsepower 205 (Turbo only VIN V)

Torque 225 (Turbo only VIN V)

Compression ratio 8.8:1 (Vin T and V)

No changes

1990

Turbo variant became a regular production option on Pontiac Grand Prix

During this year Chevy released the Lumina APV Minivan It used a 3.1L FWD block and timing cover with offset water pump, but a RWD head and intake combination and was Throttle Body Injected similar to the S-10's.